Hydraulic pump and motor transmission and gas pressure prime mover therefor



AND GAS PRESSURE PRIHEMOVER THEREFOR Filed June 9, 1949 If) 2 2 m Sheets-Sheet.l

INVENTORS CONSTANTINOS H. VLACHOS E'ARL M. WARD AT TOR NEY Oct. 20, 1953 c. H. VLACHOS' ETAL 2,655,785 HYDRAULIC PUMP AND MOTOR TRANSMISSION AND GAS PRESSURE-PRIME. MOVER THEREFOR Filed June 9, 1949 5 Sheets-Sheet 2 i I .l l 4 INVENTORS CONSTANTINOS H. VLACHOS EARL M. WARD ATTORNEY Oct. 20, '1953 c. H. VLACHOS EIAL 2,655,735

HYDRAULIC PUMP AND MOTOR TRANSMISSION AND GAS PRESSURE? PRIME MOVER THEREFOR Filed June 9, 19519 5 Sheets-Sheet 3 INVENTORS CONSTANTINOS H. VLACHOS E; EARL M. WARD ATTORNEY Oct. 20, 1953 c. H. -VLAC HOS ETAL ,78

HYDRAULIC PUMP AND MOTOR TRANSMISSION AND GAS PRESSURE PRIME MOVER THEREFOR Filed June 9, 1949 5 Sheets-Sheet 4 lol 95 IN VEN TORS TANTINOS H. VLACHOS CONS 7 9 EARL M. WARD 1 ATTORNEY Oct. 20, 1953' c. H. VLACHOS ETAL 5 ,7

HYDRAUL PUMP AND MOTOR TRANSM AND GAS ESSURE'PRIME MOVER TH Filed JIM 1e 9, 1949 5 Sheets-Sheet 5 93 J F]- .2 94 1/ i IN V EN TORS CONSTAN 0s H.VLACHOS EA M. WARD ATTORNEY Patented Oct. 20, 1953 HYDRAULIC PUMP AND MOTOR TRANSMIS- SION AND GAS PRESSURE PRIME MOVER THEREFOR Constantinos H. Vlachos, Vancouver, Wash., and

Earl M. Ward, Portland, reg.; said Ward assignor to said Vlachos Application June 9, 1949, Serial No. 98,102

6 Claims.

This invention relates to a new and novel construction of a self-propelled vehicle, and has for its principal object :a source of power consisting of .a thermodynamic cycle, utilizing pressure of gas converted to hydraulic pressure to apply force directly .to the driving wheels. This new principle of power application we will name the hydro-gas-power cycle.

The source of energy is heat supplied by the combustion of a carbonous fuel and air or other source of heat energy in -a reversed principle of the thermodynamic cycle of refrigeration which raises the pressure of gas refrigerant, and by a pressure conversion device of new and novel construction in operating principle, applies pressure to a liquid, which by hydraulic principles and mechanical means kinetic energy is produced for driving the vehicle.

Another object of this power plant construction is to place the individual functional units so as to obtain a more equal balance of weight suspension.

A still further object of this new and novel hydro-gas-power application is to make possible a quiet operating vehicle, economical to operate, relatively free from vibration and automatic in function, bringing comfort and safety to the occupants of a motor vehicle.

A further object of this invention is to provide a frame having dual functional structures. 'One of its functions is to provide part of the hydrogas-power circuit, while the other function is to suspend the load to the wheels carrying out the above object.

In order to illustrate more fully the invention, we have shown by drawings and description the embodiments of the construction, principles of operation and the basic functions of the units.

Referring to the drawings:

Figure 1 is a diagrammatical layout of our new and improved hydro-gas power circuit.

Figure 2 is a partially in section detail of the gas pressure generating unit assembly.

Figure 3 is a sectional .view of the hydraulic throttle control for metering hydraulic fluid to the'motors located in the wheels.

Figure 4 is an enlarged sectional view of the mechanism which drives the cam shaft for controlling the valve action of the gas pressure motor.

Figure 5 is an enlarged sectional view of the gas pressure motor taken on line 5-5 of Figure 1.

Figure 6 is a fragmentary longitudinal sectional view of the gas pressure motor, taken on line of Figure 5 on the plane of "the .cam shaft, illustrating the valve and cam action.

Figure 7 is a fragmentary sectional view, taken on line 1-1 of Figure 5, illustrating the exhaust gas passageway at the head endof thegas cylinder.

Figure 8 is a fragmentary sectional view, taken on line -88 of Figure -5, illustrating the gas intake passageway and valve associated therewith at the head end of the gas cylinder.

Figure 9 is an enlarged fragmentary sectional view, taken on line '9 of Figure 6, illustrating the exhaust valve disposed on the opposite end of the gas cylinder.

Figure 10 is a fragmentary side view of the cam shaft, taken on line iii-Ill of Figure 6.'

Figure 11 is an enlarged fragmentary sectional view taken through one of the hydraulic driving motors mounted to the hub of one-of the wheels.

Figure 12 is a sectional end view through the rotor of the motor, taken on line l2l2 of Figure 11.

Figure 13 is a fragmentary sectional view of the motor showing the construction of the passage ports in the rotor housing and control valve, taken on line i i-I3 of Figure '12.

Figure 14 is an enlarged sectional view of the valve associated with the rotor forcontrolling the flow-of fluid in and out of the rotor. This view is taken on line 14-14 of Figure 13,.

Figure 15 is an end sectional view of the valve, taken on line 15-45 of Figure 14.

Figure 146 isa further sectional end view :ef the valve showing the transverse port passage, taken on line [5-45 of Figure 14.

Figure 17 is an exploded diagrammatical view of the liquid passageways associated with the control valve and the rotor housing. view corresponds with the position of the parts illustrated in Figures 11 to 16 inclusive, showing clockwise rotation.

Figure 18 illustrates a diagrammatical view of the liquid passageways in the parts illustrated in Figures 11 to 16 inclusive, except the ports are located in .a position to reverse the rotation .of the rotor.

Figure 19 is an enlarged fragmentary sectional view of the brake metering valve. This view is taken on line iii-49 of Figure 11.

Figure 20 is an end sectional view looking towards the rotor and valve. This view illustrates the fluid operated control for rotating the valve to either forward or reverse positions, taken on line 25-23 of Figure 11.

Referring more specifically to the drawings:

In the carrying out of the primary object of our invention in the development of hydro-gas power for vehicles and the like, we employ a reverse flow of the Carnot thermodynamic cycle utilizing a liquid gas refrigerant as the heat carrying media.

Starting from the condensing unit I, Figure 1, this liquid gas is pumped from the said condenser by way of the injection pump 2, through a filter 3 into the gas pressure generator unit 4. Heat is inducted into the liquid gas in the pressure generator 4 by the automatic oil burner 5, but not limited thereto, which is driven by the electric motor 6 and supplied with fuel from the tank I. The automatic oil burner has a two stage combustion and constant fuel air ratio.

When the liquid delivered to the generator 4 is converted into a gas by the application of heat it is delivered to a gas pressure motor 8, then returned back through the line 9 through the oil separator and dehydrator IQ and a pressure control valve ll, driving the gas pressure operated motor I2, returning through the piping l3 into the condenser from where it started. The gas pressure operated motor I 2 drives the fan M which directs air across the condensing tubes I5 of the condensing unit 5.

The gas pressure motor I2 also drives the electric generator is for chargin the battery 95A, together with the fan I! for cooling the hydraulic heat exchanger [8. This said heat exchanger will be described later. The gas pressure motor 8, Figures 1 and 5. is a free floating piston type.

We will now describe the valve mechanism for controlling the flow and expansion of the gas within the gas pressure motor 8. In Figures 5 and 6 the motor is shown in a position with all valves closed. We will assume the gas under pressure is about to move the piston is in the direction of the arrow. Gas will enter through the manifold 29/ into the valve chamber 2|, through the valve 24 when said valve is opened admitting gas into the chamber 22, thence into the cylinder 39 at 23 against the piston head forcing the same in the direction indicated.

We will now describe how the valve 25 is opened to admit this gas into the above said cylinder. The valve 2c is opened by way of the valve stem 25 and valve lifting assembly 25, which in turn is operated from the cam 21 of the cam shaft 28 7 through the rocker arm 29 by way of the push rod 39. The cam shaft 28 is revolved by two different methods. 8|, receiving its electrical energy from the battery EBA through the wiring 32 and control switch 33, or by a direct drive by way of the universal shaft connection 34 driven from the hydraulic wheel motor 35 located in the left rear wheel. When motors 35 and the vehicle are being operated in reverse direction, a universal connection 3'! is driven by one of the other driving motors 35 driving the cam shaft always in the same direction of rotation as will be later described and as indicated by the arrow in Figures 4 and 5. When the piston it travels in the direction of the arrow, exhaust gas within the end 33 of the cylinder 39 will be exhausted. This is accomplished by opening an exhaust valve 59 through its stem 52, valve lifting mechanism 52, operated by the cam roller 53 from the cam 44 (Fig. 6). This permits the gases to flow from the end '38 of the cylinder 39 into the chamber 45 through the valve 48, through the port" 35 into the exhaust manifold 5?.

We will now describe the return stroke of the piston) in the opposite direction of the arrow. When the cam shaft 28 rotates 189 degrees from the position shown in Figure 5, the intake valve First by an electric motor 24 and the exhaust valve is will remain closed for the next 180 degrees. At this time the cam 43 will open the intake valve 45, referring to Figures 5 and 6, permitting gas to enter through the manifold 26 into the chamber 45 through the intake valve 59 into the end 38 of the cylinder 39 behind the piston IS. The previous gas ahead of the piston 59 will be exhausted into the chamber 22 through the exhaust valve Ell into the chamber 5!, thence to the exhaust manifold 41. The exhaust valve 55 is operated from the cam 21, valve lifter 25 and its valve stem 52 exhaust ing the said. gas from the chamber 22 as above stated. 7

In order to throttle and control the pressure within the cylinder 39, the amount of gas allowed to enter through the intake valve 2| will be controlled as follows. The push rod 38 is pivotally seated at 53 within the valve lifter mechanism, referring to Figure 5, at its one end and is adapted to have its opposite end moved towards or away from the pivot point 545 of the rocker arm 29 by the connecting link 55, crank 56, which is associated with the control lever 51, which in turn is operated by the control rod 58 and throttle lever 59 conveniently located to the operator as shown in Figure 1.

If it is desired to reduce the gas pressures exerted against the piston is, the roller 35A of the push rod 39 is moved towards the pivot point '54 of the rocker arm 29. The rocker arm then will exert a relatively short stroke to the push rod and valve stem 25, consequently the valve 2 will only be slightly opened. In order to increase the pressure to be app-lied to the piston i 9, the roller 33A will be moved by the control levers 51 and 59 above described further away from the pivot 5 at which time the rocker arm will exert a greater movement to the said push rod and valve stem 25 openin the valve 2 3 wider, admitting a greater volume of gas into the cylinder.

Having just touched lightly on the cam shaft driving mechanism, we will now return to this mechanism describing its operation in further detail. Referring to Figure 4, the electric motor SI drives the cam shaft 28 through a coupling and gearin in a gear box 58 consisting of the chain of gears 6! by way of the pinion 62 so that the cam shaft 28 will be rotating in the direction of the arrow, and in the same direction that the universal shaft 35 drives the said cam shaft from the hydraulic motor 35, as shown in Figure l.

The motor 3! takes care of the operation of the gas pressure motor when the vehicle is either standing still or at very low travelling speed. The universal drive shaft 35 from the hydraulic motor 35 takes over after a predetermined speed has been attained. The universal shaft 32, referring to Figures 1 ande, is driven from the right rear wheel not shown, and in turn drives the cam shaft 23 in the direction of the arrow through the gear 63 and shaft 64 until the right rear wheel attains a speed above that of the motor driven shaft so as to drive through the overrunning clutch while the vehicle is travelling in a reverse direction. When the cam shaft 28 is being operated by the universal shaft 3?, an over-running clutch 25 disconnects the drive through the universal 3!; between the hydraulic ngotor 35 in the left rear wheel and the cam shaft 2 We will now describe the operation of the hydraulic pressure developed by the operation of the piston i9. A hydraulic pump 66 is formed assumes integral and ;-part of the cylinder 39 and has-a spring-cushioned piston -61 fordeveloping aarel- .atively high pressure-within the pump it to be converted to a hydraulic pressure for operating the hydraulic motors located in the driving wheels of the vehicle. Referrin to Figure ,1, We have illustrated only one wheel with one bydraulic motor and one cylinder gas motor for convenienoeof illustration. There "would be :at least three .or morecylinders in the gas motor.

Hydraulic iEluid is -.oontained within any suitable reservoir :as indicated :at -68. This fluid is drawn-into the pump'fit :by way of the pipe '69,, r.e .ierring to Figure 5., and is draw-n through the check valve ii] into .the said-pump'when 1-the;:pi-s- 7 ten :51 is travelling .in the opposite direction to the arrow. on the return stroke of the piston .61, in the direction .of the arrow, the hydraulic fluid is forced out through the check valve lzl into the :pipe line 12,, throttle control valve '13, pipes 14 to the hydraulic :motor 3:5, referring to Figure .11, by way of the .inlet out the exhaust fitting 754 piping H'through the emergency brake control valve i=8 and bypass control valve is into the .heat exchanger H3 lea-k into the reservoirtil and hack to cylinder 6.6 of the hydraulic pump iii--51.

Our :new and improved hydraulic motor :315 is built into the hub of the wheel and consists of .a "rotor housing 80 having .a wheel aaxis spindle 8.4 .formed on one :of its ends and adapted to re- .ceive the hub 82 ptthe wheel 83 thereon. A rotor 84 .is'rotatably mounted within the rotor housing 80 by way of theshaft B @operatingwvithin bearing 86 within the housing 89 and extending beyond the said housing spindle 181 where it terminates :in 1a splined "end 851., which cooperates with-the driving-membeym-head .88 which forms part of the --Wheel :hub 782 within the :cap thereof. The wheel hub 82 is :jo.urnalled to the axlecspindle 8.! by wavof the hearings 819,

Extending on the [opposite end .of rotor .84 to that of the shaft 851s a drivingshaft .90.,Fig- .u-re 11, which drives the universal -.drive.shaft 3 Figure .1, :and operates the above described loam shaft 28.. Mounted to one-render" the rotor housing .80 is a valve housing 9!, Figure 13, in which is rotatably :mounted :a cone shaped inlet and outlet valve 3 2 :tor controlling the hydrauiicfluid for driving the said motor.

Referring to Figures .11 to 17 inclusive, .the valve 92, .Figure 13, is .set to cause the rotor :84 to rotate in the direction of thearrows tor clockwise-as shown in Figure .17, while in the diagrammatieal Figure L8, the valve isset to cause the rotor to travel in the direction of the arrow, :or anti-clockwise. Refierring particularly to Figure 11, the cone valve-92 is revolved within the valve housing 9! and around the rotor shaft -91! hy the lever .93, shown Figure 20, which is keyed t0 the hub .94 .of thesaid valve.

.A floatinggpiston .95 is adapted to operate within the cylinder 96 which forms part of the valve operating mechanism in housing =91. The piston 85 is operated .by hydraulic :iiuid .f-rom an independent hydraulie liquid supply tank indicated at 9B, Figure 1, through ais-tandard double acting master cylinder .99 which is manual-lycontrolled. When the lever 10.0 is moved .in .one direction it will move the vpiston 95, Figure 2.0, within the cylinder 96 in .this predetermined direction.

This will move the lever 93,;rotating the valve 92, Figure 13, to the position indicated in Figure 1'8, reversingthe .directionof the :rotor 84 or opposite to the arrow indication. in Figure 17, and

vice versa, the .movingof the-lever :l to Figure forces fluid against the opposite end of the piston 95, Figure .20, moving the same opposite :to the arrow and rotating the crank -93 and valve 92 to the'posi-tion illustrated in the views in .Firgures 11, 16, 17 and 720;.

We will now follow the path of the hydraulic driving fluid from the source of supply and through the motor. The volumeiof the viiluid supplied by the hydraulic piston .61 driven Joy-the gas motor 8, Figure l, is-the same as the volume required to .drive the hydraulic wheel :driving motors 35. That is, one revolution of the cam shaft .28 ptovides one delivery stroke :for each of the hydraulic pistons 61, Figure 5, which is thequan-tity-or volume of hydraulic fluid required to rotate the hydraulic Wheel motors 35, Figures .1 and 11, one revolution each, but not .limited to thisrevolution to volume ratio.

This driving fluid is delivered to the valve nousi-ng 9i, Figures 11 and 17, by way of the connection 15 from the piping 14, Figures 1 and '11,:into .the port I-O-l, Figure 17, and into the ports on and 11-113 located within the rotor housing so from where the fluid is {directed against the rotor blades 10 3 through the bridges I 05., Figures 12 and .13, rotating the rotor in the'direction of the arrow, referring particularly to Figure .157.

The exhaust of the pressure fluid takes place through the bridges I05 into the exhaust :ports I96, Figure 12, thence to the valvezport M1,:Figure .157 ,-.an,d out the outlet 15, through pipe 11 back to the heat-exchanger 1 8-and the remainder of the hydraulic circuit. When the control lever I135, Figure l, is moved to aposition "to cause the piston :95, Figure 20, to rotate the valve 92., Figures llrand 13, int-he directionnof the :arrow.,.Figlire-20, or to the position i-llustratedinFigure F113, therotation .of the rotor :w-itl 'be reversed due to the faot-that-the ports of the valve 92 directs the flow of fluid into the ports .016 of "the housing F813, Figure 12, directing the pressure \of :the fluid to opposite-sides-oi the rotor driving blades or vanes 1-04., rotating the rotor -.84 in the :direction of the arrow shown in :Figure 1-8, and opposite to the rotation in direction ofthe :arrow in Figure 17. The ports 402 and ill-3 which were :iniet passages illustrated in Figure 17ers now exhaust -passages illustrated :in Figure it, the fluid passing out through the fitting T5,;Figures 1'7, 18 :and'11,in to the pipe 11, Figure 1.

We will :IIOW :describe the throttling or montrol-ling oi the speed of rotation of thehydraulic motors -:lo.ca:ted within the wheels of the-vehicle. Ahydraulic aetuatingrunit of standard constructiohis indicated :at 1138., .Figure =1. 'This actuator receives hydraulic fluid from the independent sup ly tank 9z8iand forces'rthe same through the pi ing 4:69 into the :throttle control valve '13, Figure 3, by way of the pipe H39. This pressure forces the piston iii-ll and the tapered throttle valve 112, Figure '3, the direction of the arrow against the pressure spring 1143, graduating the flow of high pressure hydraulic iiln'id. from gas motor 8 through :thesupp-ly pipe'lz and into the valve chamber H4, Figure 3, from Where it leaves byway of the gripe IM- :to the smotor fl, Figure 1. The piston "M1 and valve H2, Figure 3, are hale-need when pressure exists within the chamber 4 2M.

Vile 'wiii now describe theoperationof our braking system relative to our new and improved motor vehicle. Referring to Figures 1 and 19, hydraulic fluid is deliveredby-way -of the pipe I IE to the fluid actuator l il'hof standard constructhe line II8 to the brake throttling metering valve I I90. The brake throttling valve is built into the valve housing 9| (Figure 11), looking in the direction of line I9--I9. Pressure is applied to the floating piston I formed with a tapered portion I2 I, forcing the piston I20 in the direction of the arrow against the spring I22.

As this piston valve of each wheel motor travels in the direction of the arrow, it gradually cuts off the flow of fluid flowing through the cylinder space I I9 delivered from the rotor 84, Fieures 11 and 12, by way of the port IS thereby restricting the flow of fluid, retarding the rotation of the rotor. As the said flow is restricted the motor is converted into a pump applying a resistance to the rotation of the wheel, the amount of resistance depending upon the position of the tapered portion I2I of the metering valve piston I28, restricting the flow of fluidfrom said rotor to exhaust pipe line TI, Figures 1 and 19.

In the supply lines leading to each wheel motor is located a solenoid cut-out valve MA for cutting off the fluid suppl to said individual motor. The object-of these cut-01f valves is to stop the flow of fluid to any wheel that may be spinning for the lack of traction, thereby delivering full power to the wheels having traction. These solenoid cut-off valves are push button controlled by the switch 14B located at a place convenient to the operator.

We will now describe what happens when the vehicle is coasting requiring no driving power. The throttle control valve 13, Figures 1 and 3,

is closed by the release of the throttle control ac- 'within the motors 35 by the coasting of the vehicle pumps fluid from the motors through the piping 11, through the open emergency brake control valve 18 through the hydraulic heat exchanger I 8 bypassing the reservoir 68 and the hydraulic pump 6661 by way of the check valve I23 into the line I4, leading back to the motors 35.

We will now describe the operation of the emergency brake. The emergency brake valve I8 is merely brought to closed position blocking the circulation of the oil from the motors through the above described liquid circuit. In order to prevent abrupt stopping of the rotation of the wheels causing a skid, an adjustable bypass relief valve 79 releases the initial heavy pressure developed by the liquid circulating within the line, gradually applying the emergency brake, bringing the car to a stop and holding the same in a stationary condition.

In case of the failure of the above described braking system an auxiliary brake, preferably mechanical, may be applied through the brake drum I24, Figure 1. This brake drum is directly connected to the shaft of the motor 35 of the rear wheels.

In the operation of our new and improved gas and hydraulic operated vehicle, it is a well known fact that heat will be developed within the hydraulic circuit due to hydrodynamic characteristics, therefore the hydraulic fluid is passed through the tubes I8A of the heat exchanger I8, Figure 1. These tubes are cooled by the fan I! driven by the gas motor I2.

The gas driven motor I 2 drives the fans I4 and I1, Figure 1. The construction of the gas motor I2 is similar to the hydraulic motor 35, Figure 11, excepting the valves. This motor I2 rotates in one direction only. The revolution per minute depends on the volume of the gas flowing through it, which is in direct relation to the amount of gas required to propel the vehicle. The speed of the motor I2 is independent of the speed of the wheel motor 35, because when climbing a hill more gas pressure in the converter 8 is required to propel the vehicle than when travelling on level terrain. Consequently more gas will pass through the motor I2 and into the condenser I, which will require a greater volume of air for cooling. The speed of the motor I2 is directly proportional to the volume of gas flowing through it, which is directly proportional to condensing requirements within the condenser I, thus becoming automatic in speed control.

Air within the vehicle is conditioned by refrigerant coils I25, Figure 1. Liquid refrigerant is circulated from the bottom of the condenser ,I through the pipe I26 and the usual expansion valve I21.

The evaporated gas within the coils I25 is compressed by the compressor I28 so that it will be in the form of high pressure gas and delivered through the line I29 into the condenser I, completing its refrigerating cycle. The coils I25 are located within a housing I30 from where the cooled air is drawn off and distributed within the vehicle by the conventional blower fan I3I The temperature within the Vehicle is automatically controlled by the thermostat I 25A and control switch I25B. I r

We will now describe the operation of our hydro-gas power system in operating a vehicle. Referring to Figure 1, the first step is to close the electric switch I32. This starts the oil burner motors 6, which will have an automatic lighter, delivering electric energy from the battery I'BA 'through the automatic rheostat control switch I33 to the said motor 6. This begins to heat the gas pressure generator 4, which from this point on is automatically controlled by the pressure control I 34 by way of the rheostat control switch I33 above mentioned. This controls the heat output of the burner 5 to the desired amount for maintaining the proper gas pressure within the gas pressure generator 4.

An automatic pressure control switch I35 controls'the operation of the pump 2 by way of its driving motor 2A. This switch I35 will be normally open and when pressure is developed within the condenser to a predetermined amount, the contact points will close the electric circuit between the battery IIiA and the motor 2A which will start driving the pump withdrawing refrigerant from the condenser I, delivering the same into the generator 4. When the pressure within the condenser I returns to normal or low, the switch I35 will be opened, thereby stopping the pump 2. 7

When the gas has been brought to the proper pressures for operating the vehicle, the switch 33 is closed starting the motor 3|, which in turn drives the cam shaft 28 within the gas motor 8, referring to Figures 1, 4, 5 and 6. This shaft is revolved all the time that the motor vehicle is being used, either standing or moving.

We will now describe how the vehicle is set in forward motion. Referring to Figure 5, when the vehicle is standing still, either before or after the cam shaft 28 is revolved, the push rod 38 will be adjusted by lever 59 in a straight line between throttling and cutting 011 means including a hydraulic actuator, a fluid connection between said heat exchanger and the outlet of said hydraulic motor, a brake valve in said connection, a fluid passage extending between said connection and said hydraulic motor pump connection, and a one-Way Icy-pass valve in said last mentioned fiuid passage whereby said hydraulic motor will coast when throttled and will be gradually braked when said brake valve is closed.

3. A power system including a closed gas pressure circuit and a closed hydraulic circuit comprising: a gas pressure generator, a first gas driven motor supplied by gas pressure from said generator and including a cylinder, a piston reciprocable in said cylinder, inlet and exhaust valves at each end of said cylinder, means for actuating said valves alternately and in timed relation, and means for regulating the degree of opening of said valves; a return line in said gas pressure circuit leading from said exhaust valves back to said pressure generator, a condenser in said return line, a second gas driven motor and a pressure responsive switch actuator in said return line ahead of said condenser, and a pump in said return line between said condenser and said pressure generator; an electric circuit having a source of current supply and including a switch actuated by said pressure responsive switch actuator, an electric motor for driving said pump and controlled by said switch, said pressure generator including a heating means driven by a second electric motor, an electric generator driven by said second gas motor to supply current to said source, a second switch in said electric circuit for controlling the current supply to said second electric motor, a second pressure responsive switch actuator in the pressure line leading from said pressure generator for actuating said second switch, and cooling means for said condenser operated by said second gas motor; said hydraulic circuit including a hydraulic pump comprising a cylinder extending from said gas motor cylinder, a piston reciprocable in said pump cylinder and operated by said gas motor piston, valved inlet and outlet means for said pump cylinder, a hydraulic supply source connected to said pump cylinder inlet, and a hydraulic motor connected to said pump cylinder outlet, and means for driving said valve actuating means of said first mentioned gas motor from said hydraulic motor.

4. A power system comprising a closed fluid power circuit including a pressure line, a return line and a gas pressure generator; a first gas driven motor connected in said circuit between said pressure line and return line and driven by gas pressure from said generator, said first gas driven motor comprising a cylinder, a piston reciprocable therein, inlet and exhaust valves at opposite ends of the cylinder, means for actuating said valves in timed relation alternately at opposite ends of the gas motor cylinder, means for regulating the degree of opening of the valves and power developed by the piston; a condenser in said circuit in the return line; a second gas driven motor in the return line; a pump in said return line and driven by said second gas driven motor; cooling means for the condenser operated by said second gas driven motor; a second closed fluid circuit including a hydraulic pump comprising a cylinder extending from said first gas driven cylinder, a piston reciprocable therein and directly driven by said first gas driven motor piston; and a hydraulically operated mechanism having an inlet and an outlet connected to said hydraulic pump cylinder and provided with a source of fluid supply, said mechanism including a hydraulic motor operatively connected to said pump and to the means for actuating the valves in said gas motor.

5. In a power system having a closed gas pressure circuit and a closed hydraulic circuit, a pressure converter comprising a first cylinder, a piston reciprocable therein, inlet and exhaust valves at opposite ends of said first cylinder and communi-' cably connected to said gas pressure circuit, means for actuating said valves in timed relation alternately at opposite ends of the cylinder, means for regulating the degree of opening of the valves and power developed by the piston, a second cylinder having inlet and exhaust valves communicably connected to said hydraulic circuit, a second piston reciprocable in said second cylinder and connected to said first piston, and a hydraulic motor operatively connected to said hydraulic circuit and to the means for actuating the valves in said, first cylinder.

6. A power system comprising a closed fluid power circuit including a pressure line, a return line and a gas pressure generator; a first gas driven motor connected in said circuit between said pressure line and return line and driven by gas pressure from said generator, said first gas driven motor comprising a cylinder, a piston reciprocable therein, inlet and exhaust valves at opposite ends of the cylinder, means for actuating said valves in time relation alternately at opposite ends of the first gas driven motor cylinder; a condenser in said circuit in the return line; a second gas driven motor in the return line; a pump in said return line and driven by said second gas driven motor; cooling means for the condenser operated by said second gas driven motor; a second closed fluid circuit including a hydraulic pump comprising a cylinder extending from the first gas driven motor cylinder; a piston reciprocable therein and directly connected to said first gas driven poston; and a fluid operated mechanism having an inlet and an outlet connected to said pump cylinder, said mechanism including a hydraulic motor operatively connected to said pump and to the means for actuating the valves in said gas motor.

CONSTANTINOS H. VLACHOS.

EARL M. WARD.

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